Combination air-valve and electric switch



June 5, 1923. 1,457,558

H. R. STEVENS ET AL COMBINATION AIR VALVE AND ELECTRIC SWITCH Filed June12 1918 2 Sheets-Sheet l INVENTOR5 PODEPT L. PocKWELL HENPV p. STEVENSH. R. STEVENS ET AL COMBINATIN AIR VALVE AND ELECTRIC SWITCH Filed June12. 191

2 Sheets-Sheet 2 INVENTOR5 PObCRT L. QOCKWCLL Hcmzw Q :STCVEHS,

@i -J fl ATT NEY Patented June 5, 1923.

UNITED STATES PATENT OFFICE.

HENRY R. STEVENS AND ROBERT L. ROCKWELL, 0F SEATTLE, WASHINGTON,ASSIGNORS, BY MESNE ASSIGNMENTS, T0 ERNEST G. HOWE, TRUSTEE, OF

SEATTLE, WASHINGTON.

COMBINATION AIR-VALVE AND ELECTRIC SWITCH.

Application filed June 12,

T 0 all whom it may concern:

Be it known that we, HENRY R. STEVENS and Bonner L. ROCKWELL,- citizensof the United States, residing at Seattle, in the county of King andState of lVashington, have invented a new and useful Improvement inCombination Air-Valve and Electric Switches, of which the following is aspecification.

This invention relates to new and useful improvements in combination airvalve and electric switches required to "form an automatic system forbringing to a stop cars or trains operating on a mono-rail, elevated orother railway system, in case the engineer, for any reason, attempts topass a semaphore station indicating danger. It is intended that thiscombination shall oper ate in conjunction with the automatic semaphoresignal system forming the subject of a co-pending application of evendate, Serial No. 239,677.

The object of this improvement is to pro vide a combination air valveand electric switch arranged to be operated by so -called automatic stoplevers actuated by the operating mechanism of the various semaphores ofan automatic signal system for controlling the movement-of cars ortrains, said air valve and electric switch forming the basis of acombination, the object of which is to automatically bring to a stop allsuch cars or trains that for any reason attempt to pass a semaphorestation of the signal system indicating danger.

further object resides in the provision of an automatic car stopequipment designed to employ electromagnetic, as well as air brakes toeffect the automatic stopping of aid cars.

A final object is to provide a means incorporated in said automatic carstop equipment for re-setting the combination airvalve and electricswitch, (the operation of which eifects the stoppage oi the car ortrain) by means of an electromagnet that may be energized by closing aswitch at the motormans station.

The invention consists in the novel construction, adaptation andcombination of parts as will be more fully described in the followingspecification, illustrated in the ac- 1918. Serial N0. 239,676.

companying drawings and finally pointed out in the appended claims.

In the drawings, Figure l is an end View of the car truck and railshowing the arrangement of automatic stop levers and combination airvalve electric switch applied to a mono-rail elevated railway system.

Fig. 2 is a side view of the truck and rail with combination air valveand electric switch and automatic stop levers mounted thereon to furtherillustratethe arrangement of these elements of the. automatic stopequipment.

Fig. 3 is a plan view of the valve-switch with cover 15 removed.

Fig. 4: is a longitudinal section through the stationary members of thevalve-switch disclosing the moving parts to view.

Fig. 5 is a top view showing the arrangement of contact fingers andcontact disks of the electric switch.

Fig. 6 is. a bottom view of the moving element of the air valve showingthe openings through it.

Figs. 7 and 8 show the details of construction of the automatic stoplevers and the method used to support and operate them.

Fig. 9 is a diagram of the apparatus, piping and electric circuitscomprising the complete automatic car stop equipment.

Fig. 10 is a top view of truck 91 showing more clearly the arrangementof levers 83 and 84L actuating rod 86 and 87 of the air brake equipment.7

Referring more particularly to the drawings, in which similar numeralsrefer to similar parts throu hout the several views, the automaticemergency stop equipment shown in diagram in Fig. 9 consists essentiallyof a suitable system of air brakes, circuit breaker trip solenoid,electromagnet brake, electric circuit for conveying current to and fromthe several devices to be operated electrically, and an electricallyre-set combination air-valve and electric switch to control the flow ofair and electric current under emergency conditions. It is thus seenthat the combination air-valve and electric switch and the automaticstop levers required to operate it are inseparable parts of thisautomatic car stop equipment,

The air brake equipment shown in diagram in Fig. 9 is intended torepresent the well known emergency straight-air brake system, thecomponent parts being briefly designated by the numeral 76 whichrepresents the motor driven air compressor, 77 the pressure governedelectric switch, 53 the compressed air reservoir, 78 a safety valve, 7 9an air pressure gauge, 74 the motormans air valve, 57 the train line, 50the reservoir line, 54 the emergency valve, which normally connectsbrake cylinder 56 with train line 57, thus allowing the equipment tooperate as a straight-air brake system, 79 a muffler attached to theend. of exhaust pipe 80 connected to valve 74. S1, 82, 83 and 84 arelevers, and 85, 86 and 87 are rods used to connect air cylinder 56 withthe brake shoes 88 are rods used to suspend brake shoes 85 in correctalignment with drive wheels 89.

Referring to Figs. 1 and 2, the numerals 1 and 1 are automatic stoplevers supported near the ends of horizontally arranged channel irons 6and 6. These channel irons are supported by means of an angle iron framebraced, riveted and bolted to form a suitable, rigid, simple andreliable support for these levers. It is intended that these frames bebolted to the under side of the track rail as indicated. At the pointswhere frames 7 and 7- are bolted to the horizontal channel irons 6 and6', spacers 40 are provided'to keep the channel irons a sufficientdistance apart to accommodate stop levers 1 and 1 which operate freelyabout accurately machined and fitted spacer sleeves 35 of Fig. 7, heldin place by bolts 34 and 34. Additional spacers 41 and 41, Fig. 2, areprovided between channel irons 6 and 6' and angle irons 7 and 7 toinsure rigidity of construction. Bolts 42 pass through angles 7 and 7',channels 6 and 6, and spacers 40. 41 and 41, all of which are suitablypunched or drilled to receive them.

For all practical purposes only one valveswitch per car or train isrequired and such valve-switch may be mounted on either side of thetruck. This is made possible by providing two stop levers 1 and 1 asshown in Fig. 1, so that in case a car for any reason may be turnedaround relative to the track, the emergency stop equipment is stilleffective. The clear positions of the levers are indicated by the dottedlines 43 and 43 in Fig. 1.

The positions of levers 1 and 1 are controlled by the semaphoreoperating mechanism through a system of rods, bell cranks and levers, asshown diagrammatically in the drawings relating to the co-pendingapplication on the signal system of even date. It is. intended that rod4 shall represent one of the elements used to make the necessarymechanical connection between the semaphore operating mechanism andlever 3 carried at its pivotal point by bearing 5 mounted on the underside of channel irons 6 and 6. Rods 2 and 2 connect levers 1 and 1 withlever 3.

The arrangement must be such that when the mechanism of the semaphoremoves the semaphore arm to the danger position, le-- vers 1 and 1 willbe in the positions indicated in Fig. 1. hen so placed, it is evidentthat one or the other will engage lever 10 of the valve switch in casethe car should proceed past the semaphore station. This would result ina deflection of lever 10 45 to the right or left, depending upon thedirection of motion of the car.

Reference to Fig. 4 will show that as lover 10 is moved-say, to therightcorresponding to a movement of the car shown in Fig. 2 from rightto left-the curved projection 23 made integral with valve stem 11' ofvalve 11 will force vertically upward the movable element consisting ofa ball 22, ball socket and cover 21 at the extremity of rod 21, core 20/and contact disks 17 and 17'. These disks 17 and 17 will make contactrespectively with contact fingers 16 and 16, thus closing two electriccircuits. The first of these is from wire 59 on the motor side of themain circuit breaker 60 through solenoid 61, wire 62, contact fingers1.6, disk 17 and wire 63 to the frame of the car, and from thence to therails through which the current returns to the source. The second isfrom wire 64 connected directly to the trolley, or contact shoe, if athird rail system is used, through wire 65, electromagnet brake 66, wire67, contact fingers 16, contact disk 17 and wire 63 to the frame of thecar, thence to the rails and back to the source of supply. The firstcircuit allows current to energize coil 61, which raises the ironplunger 61, which in turn trips circuit breaker 60, thus turning offcurrent to the motors used to drive the car. The second circuitenergizes the electromagnet brake 66 which operates in conjunction with,or in addition to, the air brakes.

By the movement of lever 10 cited, air valve 11 allows the compressedair stored in reservoir line 530 to escape to the atmosphere throughpipe 51, flexible hose connection 27, pipe 26, pipe 26, flexible hoseconnection 27 and pressure regulating valve 52. The compressed air intank 53, connected to the emergency valve 54. by means of piping forcesdownward the moving element 534 of emergency valve thereby com pressingspring 54 and connecting air reservoir with brake cylinder 56 throughpipe 55 and emergency valve 54. i

The amount of opening thus provided by emergency valve 54, is, to acertain extent, inversely proportional to the pressure in reservoir line50. Hence if pressure regulating valve '52 has been previously setcorrectly, the pressure in reservoir line 50 will decrease to that valueat which air will flow into brake cylinder 56 at such a rate as to besteffect the stoppage of the car or train by means of the air brakeequipment. Pressure regulating valve 52 is essentially a socalled safetyvalve provided with a suitable means for obtaining a fine adjustment ofthe pressure at which it will allow air to escape through it to theatmosphere. It is intended that this setting of air and electromagnetbrakes shall afford quick, but not violent, stoppage of the car.

Before the car can proceed, it is necessary that the air valve of thevalve-switch be closed and the connections between contact fingers 16and 16 and contact disks 17 and 17 be broken. This is accomplishel byenergizing the iron-clad electromagnet mounted directly over'the valvehousing and attached thereto by means of countersunk screws This iseffected by means of a third electric circuit from wire '64 through wire68, switch 69, wire 70, terminal wire 33, electromagnet 29, terminalwire 33 and wire 71 to the frame of the car, thence .back to the sourceof supply. When electromagnet 29 is energized, armature 20 is drawndownward and the :force :t-hus exerted by it through stem 21 and ball 22on projection 23 will be sufficient to return the moving element of theair valve, to its original position with handle extending verticallydownward, open the electric switch control ling current flow to the.electromagnet brake 66 and the circuit breaker trip coil 61. Thevalve-switch re -setting .circuit is complete only while switch 69 isclosed, it being held normally opened by means of spring 69. Afteropening switch 72 and resetting valve 11 by momentarily closing switch69, the motorman (with controller handle placed in the off position) canthen re-set circuit breaker 60. He may then release the air brakes bymovinghandle 73 of his air valve 74.- to the emergency release position,and may then proceed on his way as soon as the semaphore indicatesclear.

In the emergency release position, valve 74 connects reservoir line 50through pipes 7 5 and 7 6 to the main air reservoir 53, thus restoringpressure in reservoir line 50, which pressure in connection with theforce due to compressed spring 54 forces the moving element 54 ofemergency valve 54 to such a position that brake cylinder 56 is againconnected to train line 57 through pipes and 58 as shown in the diagram,Fig. 9. This again allows the airbrake equipment to be operated by meansof motormans valve 74. as a straight-air brake system.

It is intended that Valve 11 and the combination valve seat and "baseframe 12 be made preferably of brass, also stem 21 and tubing 31 whichacts as a guide for the wrought-iron core and at the same time supportsthe winding of the electromagnet. End pieces 28 and 30 of theelectromagnet are made preferably of wrought-iron. also the cylindricalcover 29. It will be seen that this constructiton forms a closedmagnetic circuit through movable core 20, air gap 45, end piece 30,sleeve 29, end piece 28 and the small magnetic air gap between end piece28 and movable core 20, due to the brass tube 31. This constructionallows the design of a comparatively powerful electromagnet of smalldimensions.

Disks 17 and 1.7 are to be made preferably of brass, also contactfingers 16 and 1.6. It may be advantageous, however, to make thecylindrical contact pieces mounted at the extremities of these fingersof carbon, thus insuring freedom from the sticking together of thecontact fingers and disks which may have to carry currents ofconsiderable magnitude. Operating lever 10 may be constructed of mildsteel in order to insure such lever having sufficient strength towithstand the severe strains imposed upon it when engaged by the triplevers while the car is moving at a high rate of speed. It is.preferable that the valve 11 and valve stem 11 be made from the samepiece of brass with projections 23 and 23 formed integral therewith. Inorder to insure. valve 11 being held firmly in connection with the valveseat 12, spring washer 13 in connection with plain washer 13 and screw1% are used as shown in Fig. i. Cover 15, also of brass, is used tosupport the lever end of the valve stem and protect the workingmechanism from dust and moisture.

In Fig. 3,26 and 26' indicate air pipes attached to the valve by meansof unions 36 and .36. This construction allows the valveswitch to bereadily removed from its place on the car truck for inspection, repairsor replacement. Pieces of the hose 27 and 27, shown in Figs. 2 and 9,provide the necessary flexible connections between the piping on thetruck and the car. The dotted lines indicated by 39 and 38', Fig. 3,represent the ports which allow the compressed air to flow from pipe 26and 26 when the valve is turned in either one of the operativepositions. With handle 10 in the position indicated in Fig. 3, it isevident that holes 38 and 38 through the valve, as shown in Fig. 6, willnot allow air to flow from pipe 26 to 26, but if the handle be deflectedto the right or left, one or'the other of these holes will make thenecessary connection between ports 39 and 39'. The length and shape ofprojections 23 and 23, of Fig. 3, are such that they serve inconjunction with stem 21 and its attachment to form a stop for the'valveat either one of these positions. In addition, two stops 40 are providedon cover 15 to limit the deflection of lever 10 from the verticalposition. If for any reason the deflection of handle 10 differs slightlyfrom the necessary 15, the enlargements of ports 39 and 39 in the valveseat and of holes 38 and 38 in the valve serve to insure the necessaryarea for passage of the air.

A pad of insulating material 18, Figs. 3 and 41, is used to insulatecontact fingers 16 and 16 from the base frame 12. These fingers areshown attached to the insulating material by means of combined fasteningscrews and terminals 19 and 19. The winding of the electromagnet coil1-1 composed of a suitable number of turns of insulated copper wire, iscovered with additional insulation to adequately insulate it from themetal frame of the magnet. 33 and 33, Fig. 3, indicate the insulatedflexible terminal wires connected to the ends of the magnet winding andwell insulated from end pieces 28 and 30 through which they pass. Disks17 and 1.7 are each insulated from rod 16 by means of an insulatingsleeve (not shown) of suitable thickness and equal length to thethickness of the disk, also by disks of insulating material 49 placedone on each side of each disk. lVashers 4-8 are used to protect theinsulation from abrasion as nuts 4:? are screwed into place.

The cylindrical construction of the moving part of the electromagnet andthe attachments thereto make possible the use of contact disks 17 and17' of the form shown. This arrangement provides on the contact disks amultiplicity of contact points with the contact fingers 16 and 16, thusdistributing the wear over a considerable area of contact surfaceinstead of concentrating it at one point as would be necessary in casethe moving part of the elec'tromagnet was not free to rotate about itsaxis and made integral with base frame 12 are legs 12 means of which thevalve-switch is attached to the frame of the truck 9 as shown in Figs. 1and 2.

What we claim as new, and desire to protect by Letters Patent, is

1. A train stop mechanism for a railway car in combination with the stoplever of an automatic semaphore signal system disposed at selectedpoints along the track, a valveswitch adapted to be secured to said carcomprising a lever operable by said stop lever, a member and an airvalve operable by said switch lever whereby the operation of said memberwill close an electric circuit and effect the turning ofl of currentfrom the motors that drive said car and whereby the operation of saidair valve will actuate the emergency valve of said cars air brakeequipment whereupon said air brakes will be applied to the wheels tostop said train.

2. A train stop mechanism for a railway car in combination with the stoplever of an automatic semaphore signal system disposed at selectedpoints along the track, a valveswitch adapted to be secured to said carcomprising a lever operable by said stop lever, a member and an airvalve operable by said switch lever, said member comprising contactdisks adapted to close an electric clrcuit, a solenoid energized by theclosing of said circuit, a circuit breaker actuated by the energizing ofsaid solenoid whereby current is turned off from the motors that drivesaid car, an emergency valve and air reservoir, and means whereby theopening of said air valve by the actuation of said switch will effectthe opening of said emergency valve whereupon said air brakes will beapplied to the wheels to stop said train.

3. A train stop mechanism for a railway car in combination with the stoplever of an automatic semaphore signal system disposed at selectedpoints along the track, a valveswitch operatively secured to said carcomprising a lever adapted to be actuated by said stop lever, a contactdisk member and an air valve operable by said lever, said disk memberadapted to close an electric circuit and actuate a circuit breakerthereby turning current off from the motors that drive said car andmeans for connecting the air equipment of said car with the brakecylinders thereof by the opening of said air valve whereby air brakeswill be applied to the wheels to stop said train.

4-. A train stop mechanism for railway cars in combination with the stoplever of an automatic semaphore signal system disposed at selectedpoints along the track, a switch operatively secured to said carcomprising a lever operable by contact with said stop lever, a membercomprising a plurality of contact disks actuated by said lever, saiddisk adapted to close two electric circuits, one of said circuitsadapted to effect the turning off of current from the motors that drivesaid car, the other of said circuits adapted to energize anelectromagnet brake provided to engage said rail and stop said car.

5. A train stop mechanism for a railway car in combination with the stoplever of an automatic semaphore signal system disposed at selectedpoints along the track. a valveswitch secured to the truck of said carcomprising a lever adapted to be actuated by contact with said stoplever, an air valve and a member comprising a plurality of contactsegment disks operable collectively by said lever, said disks adapted toclose two electric circuits, one of said circuits adapted to effect theturning off of current from the motors that drive said car, the other ofsaid circuits adapted to energize electromagnet brakes provided toengage said rail and stop said car, and whereby the operation of saidair valve will actuate the emergency valve of said cars air brakeequipment whereupon air brakes Will be applied to the Wheels to stopsaid train.

6. A train stop and startin mechanism for a railway car in combinationwith the stop lever of an automatic semaphore signal system disposed atselected points along the track, a valve-switch adapted to be secured tothe frame of said car, a lever adapted to be actuated by contact Withsaid stop lever, an air valve opened and a plurality of electriccircuits closed thereby whereupon current will be turned off from themotors that drive said car and an electromagnet brake and air brakesrespectively applied to stop 15 Signed by us at Seattle, WVashington,this 20 29th day of May, 1918.

HENRY R. STEVENS. ROBERT L. ROCKWELL. Witnesses:

R. J. (3001:, D. O. KUHNS.

